Starting mechanism for internal-combustion engines.



A. FELLER. STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG. 29,- 1910.

Patented Feb. 18, 1913.

I SEEBTHKBBT 1.

, giw

A. P. FELLER.

STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG. 29, 1910.

1,053,800, Patented Feb. 18, 1918.

'7 SHEETSSHEET 2.

A. F. FELLER.

STARTING MECHANISM FOR lN'lERNAL CGMBUSTION ENGINES. APrLmAwxoiii l'lLIl'D we. 2s. 2.910.

1,053,800. Patented Pei-a m3.

A. F. PELLER. I ETABTING MEGHANLSM FOR INTERNAL COMBUSTION ENGINES.

API'LIOATIQN EILED AUG. 29,, 1910.

1,053 5:00, Patented-Feb. 18, 1913.

7 SHEETS-SHEET 4.

A. P. FELLBR.

STARTING uncanusm FOR INTERNAL comnusnon mwmns.

APPLIOATION FILED 116.29, 1910.

1,053,800. Patented Feb. 18, 1913.

7 BEEETHEEET 6.

A. I. FBLLER. STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLICATION nun we. 29, 1910.

1,053,800. Patented Feb. 18, 1913.

7 SHEETS-SHEET s.

y M v A. F. FBLLER. STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES APPLICATION FILED AUG. 2E1, 1910.

Patented Feb. 18, 1913;

awm

ww a "To all whom it may concern:

UNITED STATES Pa rE r OFFICE.

ADOLPH F. FELLER, or BERKELEY, CALIFORNIA, ASSIGNOR OF ONE-FOURTH T H. o. HANSEN AND ONE-FOURTH To 11. J. BROBERG, BOTH or OAKLAND, CALIFORNIA.

sTAR'rrnGMEoHAmsM ron INTERNAL-COMBUSTION ENGINES.

- Be it known that I, ADOLPH F. F ELLER, citizen of the-UnitedStates, residing at Berkeley,'in the county of Alameda and State of California, have invented new and useful Improvements in Starting Mechanism for Internal-Combustion Engines, of

which the following is a specification.

The invention relates to a starting mechanism for gasolene or gas engines and the like, and is especially designed for use on automobiles for starting the engine from the seat through the medium of fluid pressure.

The object of the invention is to provide a simple, practicalmeans whereby the engine inaybe'started automatically bysimply turning a valve, and do away with the dangerous practice of cranking.

-.The invention, embodies in its combination a hydraulic or fluid transmission, and

it is a particular object to provide for the re-use of the air, gas or other fluid under pressure, enipl0yed in starting.

The invention has IltlllJQlOtlOtllQl advank,

tages and objects which will be apparent hereinafter. I

The invention consists of the parts and the construction and combination of parts as hereinafter more fully described and claimed, having reference to the. accompanying drawings, in which Figure 1 is .a side view of an automobile representing the application of the invention. Fig. 2 is a vertical, longitudinal section on line 8 Fig. 3. Fig. 3 is a section on line XX, Fig. 2. Fig. at is a longitudinal section on line 4%, Fig. 3. taken through the pressure regulators with one regulator shown compressed and the other expanded to illustrate their operation; also the casing of one of the check valves broken away. Fig. 5 is a plan of a check valve cage. Fig: 6 is an elevation taken on the section line corresponding to 1 ;1 Fig. 2 and .2 2. Fig. 7. Fig. '7 is a section of a transmission case on line 66'Fig. 3. Fig. 8 is a side elevation of a coupling ring. Fig. 9 is a side elevation in pa rtialsection and part of the starting mechanism. Fig. 10 is a plan of a valve used to effect the transfer of the fluid for starting the engine from one supply tank to the other. Fig. 11 is a section on line w w, Fig. 10.

A is a drive shaft operated from a gaso .lene motor or otherisuitablesource of power.

Specification of Letters Patent;

Application filed August 29, 1910.

"segmental walls 13.

Patented Feb 18,1913. Serial No. 579,562.

and? is the driven shaft adapted to be intermittently connected and disconnected with the engine or drive shafhA, operated from engine B.

3 is a gear-case, here shown as fastened to the fly-wheel 4 which latter is carried by shaft A; the gear-case, fly-wheel and shaft A revolving in unison. coveriplate 5 which has a sleeve or hub projection. 5 forming a bearing for and in which shaft Qrevolves.

Shaft 2 carries a gear 6'inside the gearcase 3 and is in constant mesh with two other gears 7-8 which are inside of, and

carried by, the gearcase 3; the case 3 forming a housing for the gears t3-7,8 and inclosing two liquid containing chambers or reservoirs 910 arranged one on each side The case 3 has a of the gears and traveling always with the I gear-case and drive shaft. These reservoirs or chambers are each adapted to hold a liquid, such as oil-or equivalent; this oil being circulated by the gears back and forth, as will be later described.

Inside of the casing 3is a central lug or trunnion member 6 in liue with the shafts A and 2,and fitting a central recess in the end of gear 6.

The gears 7--8turn loose on the bolts 7S. The gear 7 is partially inclosed by the segmental walls 11, Fig. 3, and gear 8 is partially inclosed by similar segmental walls 12. Likewise gear 6 is partially inclosed on opposite sides by the These wall sections 11 12l3 are approximately tangential,

but out of actual friction contact with the gears 67-8, which gears co-act on the prmciple of a gear pump to circulate the oil back and fortlrbetween the chambers 9-10, as will be shortly described, and it is by the control of this circulation that motion is imparted to the shaft 2.a' nd the latter operated at any desired speed.

The wall-sections 11-13 on one side of gears G7 approach each other and are so shaped as to form a starting pressure-chamber 14 adjacent to the point of intermeshing of the teeth of the gears G7. This chamber 14 is small compared with the reservoir 9 and communication from the-reservoir 9 15 opens inwardly into chamber 14 and closes so that back-flow cannot take place i from '14 into 9. Diagonally opposite chain her 14' the walls 13-112 correspondingly c operate to form a starting pressure-chamber 14 on the other side of the gears,'-Which starting pressure-chamber: 14' is in com- 5 lnunication with. chamber '10 for a liquid flow in one direction through the check valve 15. Onthe opposite side f rom chain ber 14 the'.walls 11 l3 cooperate to form a regulating chamber 16', outlet fromwhich into 10 is controlled by a valve; 17-. Simi larly the ,walls12:13 opposite chamber 14 form a reguIating' cha'mBer 16 controlled by valve 17'-.- In the location of the cha'rnvalves 1'51 5''--1-7f17' it is assumed that the flywheel casing revolves in the directionofthe; arrow p and that shaft 2 is ordinarily to be nevolved in the direction of the I, "arrow 0, 2c.

From the foregoing it is understood that ifth valves'1'Z-'17' are wide open and't'he crank case 3 is running at engine speed, the gear.6 and shaft 2 will-.be'stationary and the gears 7'8-will run idle around gear 6.- By throttling the valves 17-17 more or less,

the flow of the liquidpumped by the gears would be correspondingly arrested, causing the gear 6 to assume motion consistent with the .amount of retardation of the oilfiow'.

The valves'll7l' 7"are so operated that they will open and close .in'u'nison andacorrespondingly retard" more 'or'les s thecirculation between the chambers 9V11O', iwhich valves 1 717 as here shown,eomprise a rotatable plug "suitably held in ppositjio n by gaskets V, 18. Each plug has ,a port'- 119 through-which flow/ takes place and the stem of each plug is spirally grooved, asshown at 20, engaged by a pincarried byflthe arms21 on the collar 22, which latter is sli dable lengthwise on,- and tur-nable with, hub 5.

Anysui'table form of'yoke lever' may be en gaged with the sleeve; 22 to move it in and out, and so correspondingly cause thevalve plug 17-17-' tonperi or close ports 19.

, Vh'en 'the'valv'es-l7 17'= are opened, there is 3.1 free and unrestrictedcirculation between the reservoirs 10 -9, because the "-7'8 run as idle gears. around gear 6. By

closing or partly closing the valves 17 17 free circulation of the fluid back and forthbetween chambers 9...1O is-correspoudingly restricted, creating a pressure in theregulat ing chambers l6-l6'- which will react on gear 6 to set itiin motion and consequently revolve shaft" 2; the speed of gear 6- and shaft 2 varying-as thevalves 21-are opened or closed more or less.

satay full of liquid.

represent Y-grooves in the-'walls'fi'of the several chambers 14'1614'16' with branches terminating at the point wherethe extremities of two teeth come together.

. 'l hey are for the'purpose-of providing avenues of escape for any liquid which mightbe otherwise trapped and held in the interdental spaces at these points. v,

In order to provide -for expansion and contraction "of the contained circulating fluid due to the alternate'heat-ing and cooling of the same, and also to allow escape'of hereinafter described, 'I provide. for each reservoir 9-IO, respective automatic relief pressure cylinders 24e24, each having are:

spective plunger 25' 25" acted on by the re spective springs 26-;26! The inner end of each cylinder is in commur'iication'with its respective reservoir, so that the fluid pressure'in each reservoir 'a'cts-directlyonjthe under side of a plunger and. tends to force .t he liquid used in starting the engine, asa it outward against theaction of its springs v 26 or 26f. These plungers each have leather packing ringsto prevent leaking, and actv with yielding force against the contained liquid so that the reservoirslare always'prac The foregoin constitute the essential fea: tures of the fin). transmiss on mechanism by which power is transmitted from the dii'vi gmember A'to th'e driven'meniber 2; it'be'ing assumed that the engineis already started and running. But the important part of the present "invention is the fifprovision of means for starting the engine-in. the first place, and to hold the shaftfi and gearjG against turni g, whereupon the reactan'ce of the confined uid'in thechanibersH will 'set the gears 7 8 in motilm' by reason of the inthe gears. tionary results in that case of the gears 7--S equality of prcssuresontheoppositesid-es of This hol ing -he gear 6 statraveling around the gear 6. As the gears 78 are carried by,- and 'movedwith thc caseand crank shaft, the transmission hecomes in, etfcct'an engine or motor and reacts on the gas engine or prime mover to start it. The means for applyingthis ini- ,ti'al pressure to the transmission janditstrelationship thereto will'now hedescribe' d.

The cover plate-oand hub 5 are provided with two pairs'of ducts 3080,31 31. The ducts 30 -30 are fluid pressure inlet passages connecting respectively the startingpressure-cliumbers ltl-lv with a suit able source of fluid pressure supply ad mittcd through pipe 32. The ducts SI -Ill connect. respectively with the interior relief pressure cylinders 24-2t, and are gener; ally out of communication with the respec tive fluid reservoirs 9 10 by means of the valve plunger-s 2 2-.' as seen by the posi tion of the valve 25' at the bottom ofl ig. 4, The top valve-"25 in Fig. 4 is shown as "31-31, except as above described, through thereservoirs 9-10 and the plungers 25,

35-36 formed thereon.

through pipe 33.

the top of Fig. 4. Of course, it is to be unpushed back under th'e'pressure of the fluid in chamber 9 so as to uncover port 31 and allow discharge of fluid from reservoir 9 to take place back to the original source of fluid supplythrough discharge pipe 33.

The inlet passages 3030 are always out of communication with theoutlet passages when the latter are in the position shown at derstood that usually both the plunger 25 25 are opened or closed approximately together, inasmuch as the pressure in the two chambers 9-10 is always approximately equal, and the showing of the plungers in Fig. 4 is simply to represent two different conditions not usually present at the same time. Ordinarily, with the engine running, the plunger-s would be approximately at the position of the plunger 25 at the bottom of Fig. 4. It is only in starting the engine, when the excess of fluid is forced into chambers 1414 that these plnngers take the position represented by 25 at the top of Fig. 4. The fluid used in starting the engine is the same as used in the transmission and is ad mitted at 32 and discharged at 33. The source offlu'id supply to pipe 32 and the manner ofthe return to pipe 33 for re-nse will be described shortly.

. In order to connect the pipes so that they will always be in communication with their respective ducts 3030, 3131', with the hub 5 and transmission case turning, I prefer to employ a coupling ring 34, Figs. 4-8. This ring is preferably made in two parts bolted together and embracing the hub 5 between 'the two annular flanges The pipes 32- 33 i are tapped into the ring, and pipe 32 com municates through a lateral port 37 with an annular groove 38 formed in the adjacent face of flange 35; this groove 38 surrounding the hub and communicating with ports 30-30. Similarly pipe 33 communicates by a port 39 extending laterally in the opposite direction to port 37. with an annular groove 40 formed on the inner face of flange 36 around the hub; this groove 40 communicating with ports 31 31. Suitable packings 41 are employed to maintain a tight joint between the coupling ring 34 and the coupling flanges 3536, as it. is understood that the ring 34 and pipes 3233 remain stationary while the hub revolves within the I ring. Any suitable means may be employed to deliver oil or other fluid under sufficient pressure through pipe 32 and return it| t In Figs. 9-10l1, I represent a suitable i mechanism whereby the liquid used for] starting and operating the clutch may be stored and admitted to the clutch and discharged therefrom in a circulating system l appropriatefor practical purposes. I ,prefer to employ a pair of tanks 32-33' suitably located and connected with one another an are provided with respective pipes 4344 near thev bottom, these pipes connecting each with a valve casing 45 in which is a valve 46. The pipes 32-33 also connect with the valve casing 45in the same plane with the pipes. 43-44, and the plug is cored, as shown at 47-48, so that any two of these pipes can be brought into communication, as shown in Fig. 11. Valve 46 is a double valve and controls four other pipes, 49-5051-52. Pipes 49-50 are air pressure supply pipes and connect respectively with the top of the tanks 3233. Pipe 52 ctinnects with a suitable source of air pressure supply. as the air bottle 51 is a vent pipe. 54 is a valve in pipe 52 controlling the admission of air under pressure from the bottle 53 into one or the other of the tanks 32'-33. \Vhen valve 46 stands in one position and cock 54 is open, air will tlow from air bottle 53 to the top of tank 32 and force oil out through pipe 43 and pipe to start the engine. Return oil from the transmission will flow thnough pipe 33, valve 46 and pi pc 44 into tank 33'. If the position of valve l? is reversed, the flow of liquid will be from tank 33" through the transi'nission and back to tank 39. In order to indicate when the liquid in either of the tanks 32--33 has run low, so that-tlaQ-Avitlnlrawal of more liquid from the tanks would cause air to beblown into the transmission, which would be quite undesirable. 1 provide an indicator as follows: Pipe 51 terminates in an inverted. bell-shaped mouth 55. over which is placed a hollow, heart-shaped hood 5h. which latter has a discharge back into the glass cylinder 57. 58 are suitable air vents to allow the air which is forced out of the tank as the liquid level rises therein, to escape from the glass gage 57. The pipes E -5O enter the tanks 32'-33 a little below their tops. so that as the liquid rises in one tank. say tank 33'. and overflows into pipe 50. the liquid can pass through pipe 50 and valve 44' into the glass gage :37; the presence of any oil llowing into the glass 57 indicating that one tank is nearly full and the other nearly empty. and that it is nccessary to reverse the valve 4-6 and cause a reverse flow of liquid between the tanks.

The operation of the device is as follows:

' Assuming that it is desired to start the engine. and the parts are in the position indicated in Fig. 9, the operator first locks shaft with the transmission, so that theconand gear against rotation, as by. applymg band-brake G0 to the drum 61 on shaft l '2: then the operator, turns cock 54 so as to admit air from the pressure bottle or receiver 53 through pipe 49 into the top of tank 32. The receiver 53 may be an ordireason of its being held stationary by means of the brake (3C and band pulley (31, or equivalent means, the gears 'i-8 are made to travel around gear 6; the oil' in chambers 14---1 i finally seeking outlet in the chambers 16-1G through the open valves l7-17 into the chambers3109. Since the valves 15 15 are closed, the re- I turn of the oii from chambers 10-9 back between the gears is prevented, and the pressure of the oil in chambers 10-9 is gradually stored up until this pressure acts sufficiently on the plungers 2525 to push 3000 pounds l them back into the position represented by 25 at the top of Fig. 4,,whereup'on this excess of oil in chambers 109 flows through ports LEV-23 1-40 and pipes 33-4 i into tank the oil rising in tank 33 as it falls in tank 32. The reactance created by the oil in the chambers i-1t against gears 7-8 and the consequent travel of the gears 7--8 around gear 0 carries the casing 8 and engine shaft A around, and results in setting the engine in operation. The moment the engine tires, valve 54 isturned off, whereupon the further flow of oilfrom the tank 32 ceases. This operation is repeated whenever it is desired to start the engine, provided the engine will not start on the spark. After repeated operation of starting the ngine. the oil in tank 32 is lowered and the (ii in tank 33 raised. until the operator nrtires any overflow from tank 33' at. the llltllttlit r 55,

so that the air flow from the receiver 53 is in tank id and the return of oil is into tank 32'. Since the transmissicnuses cnly anal: qrantitv f liquid in starting. it is nanifest that the tanks irl fii' need net be verv large.

While l described this system of startnhereupon valve 46 reversed .sion mechanism to start the engine. Incidental to this is the transfer of this liquid from one storage tank to another and vice versa, so as to enable a comparatively small quantity of 'liquid to be used any number of times.

Having thus described my invention, what I claim and 'desireto secure by Letters Patent is-, a v

1. In a starting mechanism, the combination of an engine, a'crank shaft connected therewith, a driven shaft, a gear case carried by one shaft, a fixed gear carried by the other shaft, loose gears in the gear case meshing with the first named gear, said several gears and gear case cooperating to produce fluid passages, and means for applying fluid pressure into the gear case to act on the gears to start the engine.

2. In a starting mechanism, the combination of an engine, a crank shaftvconnected therewith, a driven shaft, a gear case car-- ried by one shaft, a fixed gear carried bv the other shaft. loose gears in the gear case meshing with the first named gear, said several gears and gearcase cooperating to produce fluid passages, means for applying fluid pressure into the gear case to act on the gears to start the engine, and means for re peatedly utilizing the fluid so'used in starting the engine.

3. In a starting mechanism, the combination of an engine, a crank shaft, a fluid transmission connected therewith, and comprising interme'shing gears co-acting with a gear pump, means for holding one of the gears against rotation, said mechanism inclosing initial starting pressure-chambers,

,and means independent of the engine for ing in mn iunction with my particular type of hvdraulic trans-mi. that the sune other =.'-tem; of the liquid acted on by high pressure through the medium of a suitable transmis ion, it is manifest ile is applicable to rential idea is the use forcing a fluid into said pressure-chambers under pressure for rotating the other gears and starting the engine.

4. The combination of a driving member, a casing secured thereto, a fluid pressure transmission in said casing, a driven member extending from the casing, and means i to force a liquid into and out of said casing to rotate the driving member when the driven member' is held 'stationary, said means including an initial source of high pressure. independent. liquid reservoirs c0nnectilile separately with the initial source and fluid, delivery and return conductors connecting the reservoirs and the casing.

T he combination of a driving member, a casing secured thereto, a fluid pressure transmission in said casing, a driven memfroin the casing, means to into and out of said casing driving member when the driven member is held stationary. said means including an initial source of high pressure, independent liquid reservoirs connectible separately with the initial source and fluid, delivery and return conductors ber extending force a liquid to rotate the use again.

connect-ing vthe reservoirs and the casing, and-means to collect the fluid so used for 6. In a hydraulic trans nission, a. driving member, a casing secured thereto, a plurality .of gears in said casing forminga gear pump,

a shaft secured to one of said gears and extending outofsaid casing-1n line with the axis thereof, and means to force a fluid into said casing and around said gears to rotate the driving member when the driven member is held stationary.

4. In a hydraulictransmission, a driving '1nen1ber,,,a casing secured thereto, a plurality of gears in said casing, means for holding one gear against rotation, and means to force a fluid into said casing and to rotate the other gears.

8. In a hydraulic transmission, a. driving member, a 'caslng secured thereto,- a plurality of gearsin said casing, means for 9.-In a hydraulic trans: ission, a driving member; a casing secured thereto, a plurality of gears in said -casing. ashaft secured. to one of said gears and-extending from said casing in line with the axis there of, a cover for said casing having inlet and exhaust ducts therein, and an automatic .pressuremegulatmg piston adapted to un- "85 cover the exhaust ducts whena given maximum pressure is exceeded.

, 10, In a hydraulic. transmission, a driving member, a casing secured thereto, a plurality of meshing gears in said casing, a. driven member secured to one of said gears and extending from said casin means to force a fluid into said casing and around said gears torotate the driving member Whenthedriven member-is held stationary, and means to maintain a pressure upona fluid in said casing above a given minimum atall times.

11. In a hydraulic transmission, a driving member, a casing secured thereto, a plurality of meshing gears in said casing, a driven member secured to one of said gears and extending from said casing in line with a pressure upon thefluidpinsaid casinabove a givenminimum atall times. 13. In a hydraulic transmission, a driving member, a casing Secured thereto, three inter'meshing gears in said casing, a driven member secured to the central gear and projecting fron. the casing' in line with the axis thereof, a check: valve and a regulating valve adjacent to the point of contact of said gears, and means u-hereby fluid nay be-forced into the space bet-weenthegears and said checlx valve to rotate the driving member when the shaft connected, with one of said gears is held stationary; v

14. In a transmission mechanism, a shaft, a casing secured thereto, a plurality of intermeshing gears in said casing, a shaft secured to a central. gear and projecting from said casing axially therewith. said-casing having two ducts leading from the hub of the easing to the space adjacent to the contact point of said gears, a check valve adjacent to the end of said duct, beans to force a fluid. into the space between tlre gears and said check valves to rotate the driving shaft. when the shaft connected with one-of said gears is held stat ionarv, and means to collect" the fluid used-after its removalfrom said casing. 1.5. In a hydraulic transmission device, a driving member, aca'sing secured thereto, a plurality of revoluble pump orengine menbers in said casing. an outwardly extending shaft connected with one ofsaid meibers and projecting axially fronrthe. casing. said casing hav ng ducts leading fronr n'essur chambers 'ivithin said casing. a check valve and aregulating valve in each of said ducts, two fluid supply tanks, and means whereby fluid may be delivered under pressure from one of saidtanks into said pressure-chamber. and from the latter to the sec'ond'fluid supply tank, to drive the driving shaft when the driven shaft is 'held in a fixed posit-ion. I

16. The combination with a transmission mechanism having a driving member, a casing secured thereto, a plurality of interineshing gears in said casing and forming a gear pump, a, shaft leading from'the central gear axially awayv from said casing, of ducts leading from pressure-chambers in the casing. a check valve and a regulating valve in each ofsaid ducts, two fluid supply tanks, and a series of pipes connected with a portion of said casing and adapted to deliver fluid under pressure into and through said ducts and to the other of. said fluid supply tanks.

17. The combination with av transmission mechanism. a driving member, a casing secured thEIGYO', a plurality of gears in said casing and forming a gear pump, two fluid supply tanks, an air pressure tank, means to n forinin'g a gQai puinpiafsiha'ft s'ecured tooperate sa meclmmsu adrimerr member, a casing se-- cured t-iiereto, a plurality" of gears therein one 7 ofsaid gears and ex tending' away from said easing, a pairljof'fiuid'suppiy tanks;- an

' pressure ta-n k,'= means to deliver air from f y-19."-'-In a*st-art 1 ng"device for explosion en- I said air pressure; tank into .said fluid tanks, and nieansytoi deliver.'fiuid-'from-either of] said pressure tanks into said easing and return the same-into 'the'other'of said fluid tanks, as will {start-the driven member.

ines eomprising- 'a transmission adapted to (ita'tethe' engine-Shaft 'upon the passage ofa fluiditherethrougma pair of'fi'uidftank's, an .a-ir pressuretank; ,a double four wa y valve adapted to' deliver. air

fluid in either of said. ilid tanks at [will and. to direct said fluidin'tosaid transmission from either of saidtanks at Will, 'and J pipe connections whereby the fluid. passing "through said transmission willijbe returned r'to said. four-way valve and to the other 20.: In a js tartingfmeoha nism-for=explosion engine's, --a transmission adapted to rotate thejehgine shaftby means of thepassage of a flu-id th erethrough; afpair of fluid supply tanksian air: pressiurg tanhh double fourway valve, and pipe connections with he transmissionca's'i ng,- the fluid V supply tanks avnd the air supply l-tanksl whereby said foura way valve may cause the delivery of air under' pressure to eith'enof said fluid supplytanks "thereby moving fluidfrom one 'of' said tank's into and through sziid-transmission easing andreturn'ing; the sa ne to one of the fluid. jsupplyj tanks.

' 21. In a-'starting mechanism; the com bio the .liquid in either tank.

} i Yres'sure upon the my hand in nation with a hydraulic transmission, of two liquid supply tank -an air pressure reservoir. fluid connection-between the? tanks and haiisi'i'iis'sioii, and means toadmitair'from the reservoir to either tank "to drive the liquidfrom one tank through the transmis,

sion and returnit-to the other tank 2%. .Ina starting mechanism,' 'the COmbi- V reservoirto eith'er-tank'to drive the liquid j I fro nfonetankthr'ough the transmission and return "it to the other tanhmnd an indifcato' through" WiliChililQ air admittedto eitherxtank is exhausted, said'in'dieator hav I v depletion of;

ing' means for indicating the 23. In a. starting 1neohanis1n', tl1e conibi nation wlth a hydraulictransmission of two liquid. supply tanks; an air. pressure reservoir; fluid conneot-ion between the tanks and transmission n'i'eans to admit air from the-- reservoir to either tank to drive the liquid from one tank thrm ghthe transmission and return it to the other t-ank,,,an ihdicaft-ofr th'rough Which' thej air admitted to eithertank is exhausted, saidrindicatorhaving means for indicating the depletion ofthe liquid in either tank sa-id last-named means comprising a glass gage, an air exhaust pipe terminating"therein, and 1a heart-shaped] liqu id. d

the gage. -r

In testimony whereofl have hereunto set I the inesence of t\\'o snb s'cr1bing witnesses.

wVVit nesses; CHARLES A. PENFIELD, 1' Grahams 'EDELMAX.

ADOLPn F. FELLER- hood over. tho-exhaust) pipel. to direct. the

ischargdby thefiatter back into" 

